12 of 19HMI includes this available heads-up display, which flips up from the dashboard.

Photo by Mazda

13 of 19Models without the 7-inch screen will feature this panel with traditional radio buttons.

Photo by Mazda

14 of 192.5-liter engines get this trick gauge cluster. 2.0-liter models have an electronic tach on left.

Photo by Mazda

15 of 19Like the interior? Well how do you like it in WHITE?!

Photo by Mazda

16 of 196-speed manual gets 1mph less than the auto in city driving, but is fantastic.

Photo by Mazda

17 of 19All that's left for us to say is: bring on the Mazdaspeed 3.

Photo by Mazda

18 of 19Preliminary sketches from the "Big Wheeled, Tiny Cabined" school of design.

Photo by Mazda

19 of 19The rear end is angry. Turn that grin upside down!

Photo by Mazda

What is it?

You'll have to forgive Mazda for tooting its own horn, but the company claims it “revitalized” the compact car segment back in 2003 when the first Mazda3 was introduced, a shark amongst beige Civic and Corolla minnows. We personally think the Ford Focus revitalized the segment earlier, and the Shelby Omni GLHS before that, but that's another story for another time. Nevertheless, Mazda's great lil' 3 has always been a darling of the C-Segment class, since it's at least somewhat involving to drive. (See our Mazdaspeed 3 review notes for a torrid example of the model.)

This new model looks sharper. That Kodos and Kang styling (OK, fine, KODO styling) translates well from the Mazda 6 -- paying tribute to the long hood/short deck philosophy of sports-car styling, it's simultaneously aggressive and understated in a way the old grinning-idiot grille never was. That sloping hunchback hatch looks like it'll decapitate Average Man 95 as he enters the back seat, but 6-footers can actually squeeze their inflated noggins in with no pain. And the Mazda6-inspired grille is narrower and deeper, Jack-O-Lantern pointy, but it is unmistakably Mazda. Count us budding design critics sufficiently appeased.

The new 3 now offers a host of technology features called, collectively, i-Activesense. The collection consists of systems previously found on higher-priced cars, radar and electronics equipment now bundled into affordability like: blind-spot monitoring, lane-departure warning, heads-up display, automatic high beams that detect oncoming traffic, forward collision alerts that apply the brakes if the system figures you're not going to apply the brakes yourself, and adaptive cruise control, which makes its first appearance in a car of this segment. This must qualify as a turning point for the time it takes exciting new technology to become mainstream, passé, almost demanded by consumers at any price point. BMW's iDrive and its control knob was exciting in 2003 as well. Now the Mazda3 has a similar knob -- which it dubs the "Commander." We enjoy such boosts to the ego. Mazda and Commander!

What's it like to drive?

Engineer Dave Coleman -- king of Technobabble (his words, and the name of his column when he was a lowly scribe at Sport Compact Car), the Rain Man of Mazda Engineering (our words) -- benchmarked the Mazda Miata when he was developing the steering. Well, not the new Miata. It's not that good. No, think older and jankier: the car he turned toward when developing the Mazda 3 was his hooptie Miata Lemons racer of Eyesore Racing. Made from seven cut-up Miatas, no power steering, as direct as you can get to the road without physically adjusting the wheels with your bare hands.

That's the idea, anyway. In practice, it was somewhat different.

For our drives we tried out both powertrains: the 2.0-liter that produced 155 hp, and the 2.5-liter that turned in 184. Both felt like they were infused with a healthy amount of the efficiency of Mazda's new Skyactiv-ness. But the 2.0-liter cars are equipped with small 16-inch wheels, and more sedate suspension tuning (caster angles, according to Coleman) -- and that, to quote Frost, "that has made all the difference."

Initial impressions of the 2.0-equipped Mazda3: the steering was light, accurate, but lacking in feel. It rode roughly and loudly; on bumpy corners the multilink rear end felt skittish, wheels in back feeling as if they were bolted to the frame. The manual transmission felt just like the Mazda 6's: excellent shifter, paired to a lackluster clutch. At 2.0 liters, the car was adequate for the highways north of Los Angeles but protested upon our insistence: its engine note sounded strained, and it hung onto revs.

The 2.5-liter drove like a different car, and if we had to choose, it'd be the one we'd pick. Bigger tires, at 18 inches, fulfill a world of change: now the steering was heavier with equal weighting through tighter turns; now the fully independent suspension hunkered down, feeling less jittery. It let us feel the tight, forgiving chassis better -- a car that was tossable and manageable down Little Tujunga Canyon, one that didn't exhibit plowing understeer, instead rotating nicely through corners in a manner reminiscent of a Ford Focus. Finally, more power, even if it is only 30 more horsepower, opened up the car to the liveliness exemplified by Mazda's now-clichéd zoom-zoom slogan. It even sounded inspired. And the 6-speed automatic transmission was a willing accomplice in rapid acceleration.

The 2.5-liter is the one that comes with all the techno-goodies -- the optional i-Activesense package, the available i-Eloop, the adaptive cruise control (though it won't work below 10 mph, so be forewarned), the nicer wheels (and those are standard). And the best part? We talked with the nice people in product planning and they confirmed that yes, the 2.5 will be available with a manual -- just as the current Mazda3 has a manual available on all trims, a rarity in the segment. Oh, happy day.

Do I want one?

Do you buy into the Zoom-Zoom ethos? Do you race a Spec Miata on the weekends? Do you have a Eunos logo anywhere in your house or on your person? Do you want to steal Derek Jenkins' dune buggy? (We do.)

The Mazda 3 is a viable contender, like the Ford Focus and Volkswagen Golf, for the sportiest end of the crowded hatchback/compact sedan segment. If you value a cushy ride, there are better choices out there. If you want the most cargo room you can get, you can spring for the Golf or even Mazda's own CX-5.

But if you want great driving dynamics and a complement of hitherto-unobtanium advanced technology reserved for the most sybaritic of luxury cars, the Mazda3 is well worth the look. It certainly looks like it's worth it.

Since Mazda released only an estimated base price, we can't say how much all the new technology will cost. It will be more than the $17,000 base price estimate Mazda released. The i-Activesense package will be available as an option on GT and Touring models as a Technology package, and only with the 2.5-liter engine. Expect complete pricing in a few weeks.

Blake Z. Rong
- Associate editor Blake Z. Rong has been with Autoweek since 2012 as an Associate Editor in Los Angeles. He drove his Mazda Miata across the country and believes that no man needs a car any larger or faster. Well, ok, faster, certainly.
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